Helicopter



E. w. KAY ErAL Sept. 5, 1950 HELICOPTER 6 Sheets-Sheet 1 Filed Nov. 26, 1946 om e w YM m.

a m mf. 3 n ffmu U E feo Y .B

Sept. 5, 1950 E. w. KAY E TL 2,521,012

HELICOPTER Filed Nov. 26, 1946 sheets-sheet 2 f 11 ,-ffgf l `44 26 22 335' 24! 25 'o` j@ 23 INVENTOR. {aan/E M A/AY und fe/f E. W. KAY El' AL HELICOPZR Sept, 5, 1950 s sheets-sheet s Filed Nov. 26, 1946 III Sept. 5, 1950 E. w. KAY ETAL 2,521,012

HELICOPTER Filed N01. 26, 194 6 Sheets-Sheet 4 1N VEN TOR. facie/v5 M /A Y BY @safer faz mm E. w, KAY ETAL HELICOPTER sept. 5', 195o Filed Nov. 26, 1946 6 Sheets-Sheet 5 Sept. 5, 1950 E. w. KAY ET AL HELICOPTER 6 Sheets-Sheet 6 Filed Nov. 26, 1946 Patented Sept. 5, 1950 UNITED STATES ripercorrere Eugene W. Kay and Robert L. Fortner, Glendale, Calif.

Application November 26, i946, Serial No. 712,354:

2 Claims. l

Our invention relates to helicopters, and relates more particularly to a flexible mounting for the rotors relative to the fuselage and also relates to the rotor controls for rotors thus mounted.

t is well known that rotors of helicopters and the mounts for the rotor shafts must be designed much more strongly than considerations of lifting alone would require. This is due in a large measure to the severe loads imposed upon the rotors by adverse wind conditions, such as updrafts, bumpy air, and other disturbances. The rotors are generally of large blade area, and any unevenness in the air exerts a considerable force upon the rotor surfaces. Further, the rotor blades are frequently o-f great length and loads thus imposed. upon the tips give rise to large bending moments at the hub. This stress on rotor blades is intensified due to the fact that a large part of the yweight of the helicopter is in the fuselage, and accordingly the fuselage has a large mass with a correspondingly large inertia. Therefore the fuselage is relatively immovable with respect to the disturbances absorbed by the rotors, and accordingly the rotors must be designed to withstand the resultant bending moments.

Our invention overcomes these disadvantages of prior helicopters by providing a flexible connection between the fuselage and the rotors. The fuselage in effect may become a suspended body supported by the rotors. The fuselage thus acquires characteristics of a body with freedom of motion and the fuselage may change its position relative to the rotors when external forces are applied to the fuselage, and likewise the rotors may change their position relative to the fuselage when external forces are applied to the rotors.

Our invention also includes means for limiting the flexibility of the connection and also for restoring the normal relationship when the eX- tel-nal forces are removed. Accordingly the pilot of the helicopter does not have to correct for these angular deviations from the normal relationship, and the fuselage and rotors are automatically returned to their original position.

lt is evident that the provision of such a flexible joint materially reduces the stresses in the rotors and at the saine time relieves the pilot of the helicopter from the task 0f correcting the position of the helicopter when it is displaced by external forces. The invention makes possible, therefore, not only a lighter construction for helicopters, but also results in greater stability for helicopters.

(Cl. lill- 13522) The provision of a flexible connection between the rotors and fuselage makes necessary controls for the rotor blades that can be suitably operated despite the flexible connection. Accordingly, therefore, our invention also includes nonmechanical controls for the pitch of rotor blades,

and in our preferred embodiment we employ fluid` pressure, preferably hydraulic pressure. The pilot of the helicopter is thus enabled to accurately control the pitch during all stages of a single rotation of the blades, as well as the overall pitch of the blades, even while the connection between the rotors and the fuselage is constantly changing in angle. Further, these controls are operated in a novel manner so that the control of a helicopter may take place by the use of a conventional control column as used in. comthe rotors are adapted to intermesh with each other and the axes thereof may be either parallelv and the rotors formed along the surface of a cone, or the axes of the rotors may be inclined with respect to each other and a planar type of rotors employed. The present invention will be described, however, with respect to a helicopter wherein the two axes are displaced from each other and inclined with respect to eachother, and wherein the rotors are formed along the surface of a flat cone.

In applying our invention to dual rotors of the intermeshing type we have also provided mechanisnis that are useful and desirable in this type of helicopter, and accordingly we have improved upon the conventional gearing mechanism for intermeshing helicopters and have eliminated the conventional cross shaft normally employed for driving the two rotors from a single power source. Further, we have so designed the gearing that it may be disposed within a single gear box which may be mounted for universal movement within the fuselage, the power being supplied thereto through universal joints. I

falso our invention incorporates a mechanism for stopping the harmonic vibration of the rotors, which vibration appears at present to be characteristic of helicopter designs. The elimination of this harmonic vibration not only insures flexible connection between helicopter rotors and fuselage, which connection is automatically selforienting when in an unstressed condition.

Still another object of our invention is topro- Y vide a helicopter with controls that lare operable.l

with a flexible connection between the rotors and the fuselage of the helicoper.

Another object of our invention is to` provide an improved intermeshing type of helicopter.

Stillv another object of our invention is to provide' an 'intermeshing type' of helicopter'with a flexible' connection betweenfthemrotors andthe fuselage;`

Aifurther 'object of our invention isto provide a "nxibly'mounte'd gear 'box' l'for 'intermeshing types'of helicopters -to which the vrotors `are"rig idl'yisec'ured," providing a exible connection between the' rotors and the fuselage.

Another'objectV of our invention is to problades permittingthe -bla'des to move in an axial direction' and "also 'in an' yaxially transversev Adirectionwithrespect to the vrotor axis.

Anotherlobj'ect ofour `inventionis `to provide a mechanismffor helicopters for injecting a pulse of energy `into4 therotor system offhelicopters fdr"beakin`g up harmonic' 'vibrationsvthereinf Still another object of' 'our' invention Iis' to vprovide a control' systemfor helicopters ladapted to employ control column'movem'ents.

Other objects land advantages of'our' invention" willb apparent in the following description'an'd claims, considered together with the accompany-' ing drawings, in which:

Figui 3isa.p1an view of an intermeshingtype" ofihelicopter. embodying ourinvention and have? ing portions. of .the rotors thereof brokenaway,"

Fig. 2 isa `f.ront:.elevation View of the helicopter" of.- .Fifg.-1 .and .also having portions of lthe rotor structurebroken Jaway but showing .the rotor structure Yin. an-intermeshing position;

is a side elevationview of thev helicopter offFig.-.1 showing nthe disposition of motor units; drive-.units, andcontrol .units in the fuselage thereof;z

Fig. 4 is a front elevation view of .the flexibly-- mounted'fgearbox ofthe helicopterY of. Fig'.1,`

whicl'igear` boxYI also retains. the rotor. shafts;

Fig.;5 fis. a side.` elevationview of 'the Aflexibly mounted :gear box of Fig.. 4 ;l

Figa-f6 isf-a plan 4viewof. the universally' movable wobblenplate structure for controllingthe pitch of.therotor.- bladesVas taken` along the line VIL'V oflFig. 5, YandV also havingportions broken away;

Fig.-;7 is .an .elevation view.- in full section through rthespar joint embodying our invention;V

Fig-Sis an-endview of the 'spar joint of Fig. 7

Figf is a top view of the control mechanism for-the helicopter of Fig. 1;

Fig. 10 is-an Aelevation View of a portion of the controlV mechanism of Fig. 9;v

Figfpll is a side elevation view of the control mechanism of Fig'. 9;

Fig. 12 is a schematic diagram of a hydraulic control system embodying our invention which may be used to control the helicopter of Fig. 1;

Fig. 13 is a partial showing of a modification of the hydraulic control system for a helicopter;

Fig. 14 is a front View of a helicopter embodying our invention as applied to a flexibly mounted motor;

Fig. 15 is a side elevation ViewA of the principal parts of a helicopter embodying a modied form of our invention;

Fig. 16 is a front elevation view of the helicopter of Fig. 15;

Fig.r17 is an enlarged detail view taken along theline XVII-XVII of Fig. 15 and showing details of a ratchet mechanism for injecting a pulse of energy into the rotor system for the purpose of breaking up harmonic vibrations therein;

Fig. 18 is a plan view of the gear box assembly .of a modied form of our invention; and

Fig. l9is a front elevation View of the gear" box Of'Fig. 18.

As mentioned previously, we have se'iected'anA intermeshing type of helicopter as aA presently preferred-type of helicopter for embcdyingenr invention. Our inventionY is definitely not'limited to this type of helicopter, as it maybe -usefully employed in lany type lof rotor system: The" following description, therefore, is an illustrative showing of one Vform of our invention, and is not to be const-ruedas the sole-or exclusive forminf which it may be used.'A

Referring to Figs. l, 2 and 3,a helicopter may' include a fuselage 23 having a, vertical=stabili2i-ngi fin 2l and having 'a motor'Eiifdisposed-therein-I having a cooling fan 22a.- Th'e motor may be-ofy any desired'type, such asl an lair-cooled or lig-uid# cooled, in-lineA or'ra'dial.

Vhen' the 'helicopter y-is resting upon the 'ground it may befsupported by three wheels 23p' supported by forward'strutv members 26 and a rear rwheel'brace 25J The motor 22 may drive' through-a clutch `Zl of Vany suitable type, either mechanical or liquid# lled,fwhichmechanism may also include a gear reducer if this is desired. The engine drive may.' carry a universal joint and terminate in a-bevel' pinion gear 28 Vengaging'va large bevel "gear-29 secured in turn to a vertical drive shaft A short shaft 3.2 having universal joints 33 on each' end'thereof, one of which'may have a splined connection with the drive shaft Si, connects the driveshaft 3l with a flexibly mounted gear boxl Sil' mounted and constructed particularly inac-r cordance with the invention. The gear box-31% causes rotor shafts Stand 3l torotate, whichy shafts cause rotors 38 and Se," respectively; to'- rotate.

A pilot for the helicopter may be disposed 'upon a seat 4l and'may actuate controls within the helicopter, including a' control column l2 for controlling the direction and horizontal speed of the helicopter, andmay also include foot pedals i3 anda hand lever #lli for controlling the lift oftions so that their torques cancel each other.'

This is in contrast to single rotor designs wherein an auxiliary propeller or rotor must beprolf vided at right angles -tothe main rotor axis for combatting 'the-torque developed by the lprinci-- pal rotor. Accordingly, therefore,the-gearibexl 34 is so designed that the rotors 38 and 39 rotate in opposite directions.

Referring to Figs. 3, 4 and 5, the gear box 34 may be supported by two vertically disposed brackets 41 connected by means of pins d8 to a gimbal ring 49. The gimbal ring 49 in turn supports two pins 5l disposed along an axis at right angles to the two pins d3, and they connect the gear box 34 to the gimbal ring. The gear box 34 accordingly may rock along the axis of the fuselage 28 by rotation about the pins 5l, and may rotate transversely to the fuselage 2li by rotating on the pins 48. This mounting structure, therefore, gives the entire gear box 34 a, universal movement, allowing it to assume any angle desired with respect to the fuselage 20. The gear box 34 may be resiliently held at a fixed position with respect to the fuselage 20 by a plurality of springs 52 which are illustrated as coil springs, -although it will be apparent that any other type of spring may be used or spring substitutes, such as rubber blocks, may be used. Damzpening devices may also be employed to smooth out the resilient universal movements of the gear box 34, and may be in the form of shock absorbers 53 which may be hydraulic, mechanical, or any other type. The springs and shock absorbers may be disposed in any desired pattern; for example, one at each corner of the gear box The angular movement of the gear box may have any desired upper limit; for example a cone of movement of 16.

Disposed within the gear box 34 are bearing members 54 which may journal a shaft 56 connected to the upper universal joint 33 and upon which may be mounted a spur gear 51 having tapered teeth. The spur gear 51 drives in turn two spur gears 58 that are oppostely disposed with respect to it, and which gears are mounted on the two rotor shafts 35 and 31. While the drive of one gear 53 may be direct, the drive of the other may be through an idler shaft 55 having gears 5B and 65 engaging the spur gear 51 and one gear 58, respectively. The two rotor shafts in turn may be journaled in lower bearing memployment of a central driving gear along an axis generally aligned with the rotor axes also eliminates the conventional cross shaft commonly employed in intermeshing types of helicopters.

The upwardly projecting ends of the rotor shafts 36 and 31 may be guided in bushings S2 that are welded or otherwise secured to the gear box 34. A conical bushing 53 may be keyed or otherwise secured to the outer ends of the rotor shafts 3S and 31, and may be held axially thereon by a nut 64. Hub members 66 may be disposed upon and secured to the conical bushing member 63, and may in turn support a pair of rotatable blade spars 61 held therein by collars 68 bolted to the outer ends thereof. Each hub 66 retains radial load ball bearings 68a and thrust ball bearings EEZ) acting against a collar 68o pinned to the spar 51.

Referring to Figs. l and 3, it will be noted that each spar 61 is provided with a flexible joint 69 across Which may be disposed a vibration ab- 6 sorber 1| 'secured to the opposite ends of the nexible joint by projecting brackets 12. The spars 13a of blades 13 may be secured to the outer end of the flexible joint 1| and these blade surfaces 13 form the lifting elements for the helicopter. In this connection it may be noted that the cross sectional contour of the blade surfaces 13 may be in airfoil form to obtain the lifting characteristics conventionally attained on an airplane wing. As is well known, the amount and direction of vertical movement of a helicopter is attained by varying the angle of attack of the blade surfaces with respect to their surface of rotation. In other words, the steeper the pitch on the surfaces 13, the greater will be the lift for the helicopter. Our invention accordingly includes a mechanism for varying the overall pitch or angle of attack of the blade surfaces 13 with respect to the surface of rotation of the blades or with respect to the axis of their rotor.

Referring again to Figs. 4 and 5, it will be noted that Athe bushings 52 have disposed thereupon a sleeve 1li that is slidable thereon. The sleeves 14 are moved up and down along the bushings 62 by means of arms 18 engaging projecting pins 11 by means of elongated slots in the ends thereof. Each arm 1S is pivoted on its other end to a single fulcrum member 18 secured to the top of the gear box Sii. Hydraulic slave motors 19 may be fastened to the top of the gear box 34 and may connect to a central portion of each arm 1S. The flow of fluid to the slave cylinders 19 is performed by a master cylinder operated by the helicopter pilot, as will be explained more fully hereinafter, and a projecting piston rod 8i moved in accordance with the fluid flow, moving the arms 1S upwardly and downwardly and in turn sliding the sleeves 14 on the bushings 52.

Secured to the upper end of the sleeves 14 may be a wobble plate structure 82 which includes an external annulus 83 to which two links 84 may be flexibly secured as by means of a ballandsocket joint. The links 84, may be loosely guided by suitable means such as projecting brackets 86 and 81 secured, respectively, to the conical bushing 53 and the hub member 66. An adjustable ear 88 may be secured to the upper end of the links 84 and may be connected by a, bell-crank 89 to an arm 9! projecting through suitable apertures in the hub members 56 and rigidly `secured to the rotatable blade spars 51. Each blade spar of a rotor may accordingly be connected for rotation to the wobble plate 82 by means of the arm 9|, bell-crank 88, ear 83, and link Gil, as .just described. In the case of two blade rotors such as those illustrated, there will be two such sets of mechanisms for rotating the blade spars.

Rotation of the blade spars 51 and consequently rotation of the blade surfaces 13 .is effected by raising and lowering the sleeves 14 on the bushings B2 by means of fluid pressure supplied to the slave cylinder or motor 19, which acts in turn on the pivoted arms 15. If the sleeve 14 is raised, the links 84 are raised and the bell-crank 89 pulls the spar arm Se upwardly, rotating the spar through a corresponding angle. vIf the sleeve 14 is lowered, the arm 9| moves downwardly ac cordingly, rotating the blade spars 51 in an opposite direction.

While the overall lift of a helicopter may be varied by varying the overall pitch of the blade surfaces 13, horizontal night is obtained by varying the pitch of the blades throughout a single rotation of the rotors, as is well known in the helicopter art. Accordingly, therefore, our irlviitional'so includes "afmeclianisrnfor obtaining thisvari'ationof pitchf'of blade surfaces -13`dur ing' a single rotation; This functi'o'nis" als'olperf formed'by' the wobble'platestructure 82, shown indtail in Fi'g; 6; There' it will be notedthat the sleeve "iii isv keyed orotherwi'se secured` against rotation to the 'bushing 62 byany'suitable'means,

A 'central' annulus' '93 `may '-'be Se'Cure'dftO'fthe angelil upper' portionv of the sleeve M 'by lmeans of' twodiamet'ric'ally opposed' pins te?" A second annulus 96' is secured to the' suoli' as "keys '92.'

'st" annulus by 'means 'off two vdiametrically 'op-'- posed pins 9?' aligned along an axis at right angles l'.o"the"pinsv de. The'outer annulus $6 maybe circurnfrentially're'cessed to'receive a plurality of balls 'S3 facting' as 'bearings forA the outer A'annulus S33-which may be'of' splitconstruction that isy internally' grooved'and that rotates withthe' rotors-'fand 38"*becau'se of the=connecti"o n"of" the guided pitch linl's 'Se therewith,`as previously' described." The "opposed 'sets "of pins interconnecting"the"two 'annuli"1prbvide 'for' a 'universal' movement; permitting the' outer Yring'l "to assumeany desired vangle with'respect 'to'the' rotor shafts' 36`ahd'37.'

The'outer 'tworings 'and 83' of 'the'wobblei plate are tiltdwth respect 'to the 'axisof 'th rotor by f'meansf 0f`two` "hydraulic cylinders iii i' i532 fdisposed outboard 'and to the rear,.re specti'vely; or each'rotor "shaft 3S and 3l'. two" hydraulic V'cylinders for slave' units are 'se'- cured to'the' slidable:bushingv iand each vhas 'a piston rod connectedto thefnonrotatable"outer` ringet-"of' each wobble plate. The outboard m'otor lill'Y laccordingly may rotate the wobble plate 'about vone set' of pins 94 'and' 91, and the' other mot'or or slave'unit may rotate thewobble" plate about the other set ofpins' Siand '91. Ac cordingly,y therefore, the wobble "plate may 'be rotats'dto'aiay selected' angle' so'that the 'outer" L rotatable ring 83'there`of will causethe links 8d andthey bladeshafts tok travel up-and'l-'down' in accordance-with the anglethus selected. The" tiltingof vth'e'wobble plate' does not yaffect the" overallY pitch adjustment previously ndescribed' with'respect to the'positioning'of the'sleeve 'It' on the bushing-12; inasmuch-as the' slave units lill'- and liti. 'for' eirecting vthe tilt of thewobble" platel are rigidly secured to the sleeveand'move" inaccordance'with the'overall pitch setting.' By tiltingthewcbbleplate accordingly -with respect to 'fthetrotor' shafts' 3'! 'and Bt'aboutfwhich each' one isdisposed, the 'pitchof the blade surfaces 13 maybe varieddurin'gany single rotation of the' rotors.I

As'noted previously, our invention' also'in' cludes a flexible 'spar `joint 6g of novel construction, whichjoint' is Ylocated loutwardly from the hubBE--of'ea'ch rotor and adjacent to the inner' ofthe blade surfaces '73. ThisA flexible jointk permits-the blade surface portion of veach blade to iiex upwardly 'as -far-as 15 in'response tothe lifting-load imposed 'upon' the blade.v ThisA upward''lexing of the blade spar is generally the resultY of a large amount 'of'pi-tchbeing imposed uponethe blade'surfaces l, and is particularly important when-this Ylarge'amount of pitch' is' The' on the blades when 'rotatingfaboutthe forwardend of the helicopter, inasmuch as'there'mayfbe littlepitch'imlps-ed upon the blades yat the'for'epart ofthe helicopter. Accordingly,therefore,

this horizontal componentof'force'will 'cause'the'f entire helicopter to'proceed yin a forward direc# tion. It will be realized frornl the'wobble-plate structure just 'described that the blades maybe subjectedk to a maximum pitch atany selectedr portion of a single cycle of rotation, andl accord-f ingly the helicopter 'may be caused' to move-in" any selected' direction, either' sideways,"forward" or backward.' I Our flexible joint 'S9 also provides fora limited flexing of the'blade spar in `a plane' along'its 'direction of movement of rotation; This'fo're 'and aft'flexing is' desirable when"`the helicopter'eis"Y travelingl at an appreciable rate of speed"in'a' horizontal direction. When' 'the' helicopter" is traveling in a horizontal direction 'it willbe'apf Dreciated that theblade 'surfaces' 'I3 that are rol" tating in the 'samedirection as the'move'ment of the helicopter willbesubje'cte'd to a greater' rela tive air speed than will be experienced whe'r'rthe'" blades are'at the portion'of vtheir cyclebf rotalV tion where they are'movingin the opposit'fdirection from the helicopter movement. When" moving against the wind, accordingly, there 'will1 be a much greater horizontal vload imposed upon' the blade surfaces 'i3,'and for this reason "it'is' desirable to provide a ilexible'joint to relieve the`vlv stresses that are thus suddenly imposed upon'the" rotor'. When tiret-blades reaclifthe'por'tion'of their cycle of' rotation'fwlfiere' this'=load' ismatei' rially reduced; the flexible joint allows 'them-'ftd' return to the 'normal position, or' ir' the releaseof* load is sufficiently great' :the blade surfaces" 13 may evenflelx aheadof'the 'spar axis.

The detail 'structure of our joint 69 for'v `ef' fecti'ng thes'eends is shownA in Figs.'7 and'S.' The joint accordingly'mayY include two angedf tubular members'l' having ila'nges' designated by the' numeral H34." Th'e'tubular members' "|03" are' adapted to sliplover and to be bolted to their' respective blade'spar portions'. The 'joint also includes an intermediate' circular plate member IBS "having two' pairs yof 'studs '|01 and Hi8," respectively, secured ythereto' and project# ing outwardly'from opposite 'surfaces thereof.' The studs lill and |83 may pass throughthe'ir respectivev flanges' 64 and'be V'secured thereto'by nutsilll' Pads or rubber Ill ma'y'bev disposed between' the' flanges- HM and the "plate 106 y'to'- provide'a resilient 'cushion' which gives ri'se'to' the flexing action of the'joint; This lexin'gfac' tion is -further controlled, however, by the`'pr'` vision of 'rollers set 'at4 right angles to eac'z'hf'iother.` Accordingly 'a lor1,1f"`roller H2 may bek disposedrnf a'generallyvertical position'betwee'n the "plate Il 'and'theange "|534 'of theY inner=` tubular rn''inlf ber |03 and' two' rollers' H3 'may bew dis'pf'is'edv along a horizontal axis between theouter 'tub'iiE lar 'member IGS 'and thenner lplate"l06,but aty the 'bottom thereof inasmuch as the lexing'in' a verticaldirection is `to be 'limited to an upward movement only. The'fore and aft flexing of the: blade'spar accordingly takesv places about the vertical roller H2; compressing 'the rubb'r'on either side'thereor". The 'upward ileXin'g'of'the bladespar takes placeabout the two'ho'rizontal rollers H3, whichflexingcompresses'fthe' rubben pad disposed above these two rollers. The studs' IT'and' |68 may loos'e'l'y twithin" thet'hles through the'anges to 'allow'ffor this 'rlexingfac-i tion. This structure 'accordingly-provides a very' 9 'simple and rugged flexible joint for the helicopter of our invention, and therefore materially assists in carrying out the aims of our invention. The flexing may be upwardly, and 6 fore and aft.

A presently preferred form of controls for the helicopter of our invention is illustrated in Figs. 9, 10 and 11. These figures show only the mechanical portions of the controls, as the complete hydraulic system will be described in more detail with respect to Fig. 12. These controls of Figs. 9, 10 and 11 control the tilting of the wobble plate of Figs. 4, 5 and 6 as just described, and accordingly the controls are set up primarily in terms of forward and reverse movement of the helicopter and left turn and right turn of the helicopter. Accordingly, therefore, the controls may include a conventional control type column such as the control column 12 including a vertical lever 116 pivoted at an intermediate point to a bracket I1? secured to the inner side of a fuselage member which may be the front skin member of the fuselage 20. The upper end of the lever 116 may be loosely pivoted to a rotatable shaft 118 adapted to slide in and out and rotate in a bearing cup |19 fastened to the fuselage member 20. A cross arm |21 may be secured to the outer end of the rotatable shaft 11B and may have secured to its outer ends handle grip members 122. Accordingly, therefore, the helicopter pilot may grasp the two grips 122 in either hand and pull the shaft 1 I8 toward him or push it away from him, or he may rotate it in either direction.

A master cylinder 123 may be secured to the fuselage of the helicopter and have its movable element 124 pivoted to the bottom end of the lever 1 I6. As will be described later, this master cylinder 123 or its equivalent will supply fluid to the rearwardly disposed wobble plate actuating cylinders 122, which cause the wobble plate to tilt about its transverse axis, giving forward and rearward flight directions to the helicopter. The lower end of the lever 111s` may also be provided with a projecting lug |25 which may contact a notched bracket |26 which may be resiliently secured to the fuselage so as to engage the lug. This lug tends to hold the lever 116 in any preselected position. The lever may be released by the pilot by merely pressing the outer end of the bracket 126 downwardly, and thereafter the lever |16 may be freely moved.

T'he sideways movement of the helicopter, either to the left or to the right, is controlled by the rotation of the cross arm |21. Accordingly two master cylinders 121 and 128 may be provided, each controlling one of the two outwardly disposed wobble plate actuating cylinders 101. These master cylinders may be operated by means of levers |29 pivoted on one end to the fuselage 20 and on the other end to the movable element of the master cylinders. A cam 13| may be keyed to the shaft 1 1S and accordingly rotate with the shaft,but may be held by stops to a preselected position along the axis of the shaft. The cam 131 is adapted to engage the two levers 129, urging them apart for movement of the helicopter to the right, and permitting them to move toward each other due to the internal spring mechanism of the master cylinders 128 and |29 for movement of the helicopter to the left. A graduated indicator surface 132 may be secured to the fuselage 2li in any desired manner, and an indicating arrow 133 may be used to read against the indicator surface 132 10 for determining the speed of movement to the right or left.

The entire hydraulic system for controlling the helicopter is illustrated schematically in Fig. 12 wherein the mechanical portions previously described may be readily identified. There it will be noted that the two cam actuated motor cylinders 127 and 128 are connected by flexible conduits 1311 and |35, respectively, to their respective wobble plate actuating cylinders 1M. The fore and aft master cylinder 123 may be connected by flexible conduits 136 to the rearwardly disposed wobble plate actuating cylinders 102. It will be appreciated, however, by those skilled in the hydraulic art, that more exact control of the fore and aft actuating cylinders 1132 may be obtained by the provision of a separate master cylinder for each actuating cylinder, as indicated for the actuating cylinders 101. Accordingly, therefore, the showing of a single master cylinder 123 does not limit the invention to this specific construction.

Still referring to Fig. 12, it will be noted that the overall pitch of the rotor blades may be changed simultaneously by means of the hand operated lever @il as described with reference to Fig. l, or may be individually adjusted by means of the separate foot pedals 113, also identified in Fig. 1. Each foot pedal 43 may be provided witha master cylinder 137 connected by conduits 138 to the pitch slave motor '19 previously identified with respect to Fig. 4. The hand lever 44 may be provided with two master cylinders 139, each connected to its respective set of conduits 138 for actuation of the pitch motors '19. Another feature of our overall pitch control is the interconnection of the lever 44 with the throttle control for the engine 22. Accordingly, therefore, as shown in Fig. 3, we provide a cable 25 interconnecting the end of the lever 411 with the throttle control of the motor 22. Therefore, as the pitch of the rotors is increased, the power output of the motor 22 is automatically increased to compensate for this added load. The individual control of the pitch of each rotor by means of the foot pedals 43 allows for precise adjustment of the pitch of each rotor independently so that each rotor may exactly counterbalance the other rotor. This results in completely counterbalancing the torque of each rotor so that the helicopter may proceed entirely in accordance with the directional controls through the wobble plates.

Shown in Fig. 13 is a simplified form of control column 42a wherein a cam 111i may act upon a single pivoted lever 129m to actuate a single master cylinder 123g connected to both of the outwardly reference to Figs. l, 2 and 3.

disposed wobble plate actuating cylinders 101. Likewise the control column lever member 1I6a may be pivoted at the bottom and a master cylinder 123s, may actuate the forward and aft wobble plate movements.

Our hydraulic control system is shown schematically only as we do not care to limit ourselves to any precise details. Any desired system of hydraulic controls may be used. For example the commercially available Isodraulic controls may be used which contain essentially the mechanism described on pages 72and 73 of Aircraft Hydraulics, by Adams, 1943. These and various other controls may be used, and the schematic showing merely represents double acting master cylinders connected to double acting slave cylinders.

The general operation of our helicopter` shown in Figs. l through 13 may best be explained with The motor 22 deenorme :livers power-through the `clutch .gea-r. reducing mechanism 21 to the bevel gear'ZB. which in 4turn-drives -thelarge .bevel gear 29 connected to xa vertical shaft 3l which 'in turn is V.connected 'through Aa lpair of .universal :joints r33 tothe .flexibly --mounted gear boxl .made particularly in accord- 'ance with the invention. Gearing mechanism within `the box 3E .causes the two rotors 33 and '39 to rotate in opposite .directions in an inter- .'mesh'ing manner. Theblade spars 6l are rotatably, mounted within the'hub 66 for .each rotor and -when these spars 67 .are rotated to give suf- `licient pitch to the .blade `surfaces 13, the heli- Wcopter will rise from the ground and assume verti- Lcalilight. rI'lieoverall pitch .of the blade surfaces 3'13 is ycontrolled by raising and lowering the `wobble plate l82. Directional lightin a .horizontal plane may be2-obtained by tilting the wobble plate 82 with respect' to the rotor axis, causing an increased -pitch to be imposed .upon the normal pitch setting for a particular part only of the cycle of rotation. Forexample, the wobble .plate 82 may be tilted to=causetheblade suriaceslS to `have an increased pitch .when they rotate to the rear of ithehelicopter, which increased pitch causes an increase A:in lift. The increase in lift acts through thefexiblejoint .69 mounted on the blade spars i671, causing vthe blade to .assume an angle With respectV to they blade spar such as that shown in ibrokenzoutline in Fig. 13. A horizontall component -is .thus producedronzthe forces actingon the blade surfaces E73, andthe :helicopter as a whole will .move in 'the :direction of .this component.

'The .overall lift of .the rotors vmay be controlled by-the hand lever All :which may be connected by the cablee Ato the engine accelerator so .that .a greater Y:power output .will automatically result V-ii-romfithe .engine when -an increase -of .pitch is zbroughi'fabout. The tilting of. the ywobble plate fforlhori-zonta'liiight in any direction -iSobtained romthe i control column 152 'The detail .operation o1" lifting and lowering -t-he wobble plates andtilting the .wobble plates A12. :Whenit is 4desiredto .move the wobble plates :upianddown 'for the vloverall .pitch-setting of the rotors,ithehandleverflll .maybe manuallygrasped :and moved :to a -proper position where `rit -may .be E'-he'ld.byfavlatcli .mechanism (not shown) which --maybe similar tothe flugandlbracket mechanism l25-IZ6 offjig '1i-1. The double acting master cylinders 139 .transfer 'liquid to .the 'double actfing .slave cylinders 119, causing the arms .'l

:mounted .on the :toppf .the gearbox 34 .to pivot L about .fthe central 'pivot kblock 18. This moveymentcauses the. sleeves .Tl @upon which the wobble lsplates .282 .are mounted .to .move .up .and .down in -resp0nse1to V.the vlever actuation. rlhe two rotors :may betrirnmed ,to exactly thesame overall pitch and consequently overall torque. reaction by opleration of the ootilevers 43 `.which act through their .associated master cylinders .ll' to movethe slave `motors ,1S-accordingly. A stop mechanism .(not shown) .maybe .used vto 'maintain rthe foot :pedals in any desiredposition.

`ffIhe 'forward andaft movements of the helicopter .are -.controlled 'by tilting `'the wobble .plates -f8.2 `about an axis that is transverse to the helicopter. VThis is effected .by `the pilot grasping -theihand grips 1:22 lor fthe control column #42 and rotatingiassociated 'liever iii whiehin vturn actuiates the; stercylinderl. nid flows through the clonduits'i in response to the double acting master cylinder i'and Ynieves the slave cyliii.)

inders lifia corresponding amount, stiltingjithe wobble .plate L82. The .tili'tingfofthe iwoblilerplates .3.2 .about .anaxis'along the length .o'fethe helicop- .ter results in moving :the helicopter sideways. This wobble plate action is obtained by rotating theicross .arm..l2l ofthe-control col-umn .432, .causing .associated cam .153| Lto act on #che/slevers i2@ to sactuate .the-'tworfmaster .cylinders i2? :and 123. `These -master cylinders .are connected :through Iconduits i3d and.' m5, respectively, :to ac Ytuate the wobbleplate slave'anotors till-I' Ato itilt .the f-two :wobble .-.p'latesl 821111y the same -.direetion.

Du-r'ing :flight oithe helicopter,-..varieus :forces and disturbances .may lbe :imposed upon the `rotor ysystemor:upon the lfuse'lage. These disturbances will :not result insevere strainsupon the :rotor systemv for its bearingsinasmuch .as the gearl box .ik is filexiblyemounted within `.the g.mbal.1ring, shown .most .clearly .lin Figsxl and Y5. The gimbal ring .in effect :acts as a universal .joint support lfor the .entire :gear box "Misc that the Iwhole-'gear box and 'the V'rotors .connected .thereto may-inlove freely, restrained only bythe Vvresilient iorce im posedl'by-the@springsV 5.2 and the `':lamperiling mechanism 53. Accordingly, "therefore, severe rncmentary lloads .imposed :uponithe :rotor system or fuselage will not :result .in .corresponding 4stresses :in .the z.rotor-si'iructure, sincethejbrunt lof these Ymomentary foroes'will be absorbed-bythe Vsprings 52. The springs '52 also factU-as-a' self :crienting .mechanism Qior realign'ing 1the rotors vwith respect to y.the fuselage when these external iorces'are relieved.. Y A Y.

Havingnow-described detail one -preferred `embodiment@of our invention, .a modied form of structure :embodyingour invention :will-.beldescribed with .referencetol'igffl A "helicopter iuselageciilvmay be suitablyprovided with land.- ing .wheelsllll .mounted onstruts'itZ to the .fuselage M0. --The .power @plant .of the .helicopter mi) yIna'yY be kiin Ythe for-m 4.of a radial engine ililihav- @ingathe customary :cowlingi'rlfllll thereabout. YThe .enti-re motor '115,3 v'maybeimounte'd torthe fuselage Y'l all f'byxsprings il .il thus :providing a1resi'lient`j oint. A gea-r :box .rltlrl vmay be .mounted to :the fupper surface of the motorf and may idrive ltwo coaxial contra-rotating z-rtorszflils. :Qontrol oftthe,1ower rotor met vmay be through. a fwobble plate fl 19,

as described with refer-ence to-.the #first embodi-` mentfof ourqinvention,andiour links 'irlmay connect:thefwobblegplate :in ,with vthgouter part of a ball:bearing-finemberAzi., t'he rin-ner race :of -whichmay beconneeted by 1li-ruisV :i5-3 .to the `upper motori-l fiier cOntroLof-the pitch.

l"'Ihe .-mountingyof :the -motor -ofgligrfle provides ff-reedom of movement'ffor the rotor :system rela- .tive tothe fuselageoalthough this is not mechanicallycenteredzas when aiembal ringfis employed- .Accordinglm freedom of movement Abetween .-fu.- Kselage. and @rotor ,-'sytmmry :be f obtained, thus greatly .relieving .fthe-.stresses normally-imposed. upon y:a conventional p-rotor system. Although .th,e ymotor i143 maynbe oiemuchpgreater weight than fthe gear :boxfli Aei the rstmbodiment, ,it may nevertheless, qif :lightenoughHalli-give :rise @to the .-benets obtained in ithe-structure of Rigs. A.l .through `3.3.

Amiother @embodiment :einer invention isf-lliisztratedgin Figs. @1.5 fthrcughgw, -,inclusive. Shown ,in these '.gures :is -an-fntermeshingtype 'of :helit-he'fgearbox forwtlie rreltoi only 'se mounted. This type of construction is v i larlyadapted to :helicopterswhere rigid me asm-,01s

i3 ical control of the rotor blades is required, which is sometimes requested by certain classes of helicopter users.

Referring to Figs. 15 and 16, this modified form of helicopter may include a fuselage 220 having disposed therein a motor 222 and supported upon wheels 223 secured by struts 22d to the fuselage proper. The motor 2E2 may drive through apparatus similar to that of Fig. 3 to energize a gear box 231i constructed generally similarly to the i gear box 34 of the rst embodiment. The gear box may support the rotors 233 and 2.39 and the rotor shafts may be similarly journaled and bushed as the rst embodiment and including wobble .plates 232.

Referring to all of the Figures i5 through i9, inclusive, it will be noted that no gimbal ring is used in this embodiment, and instead upright brackets 263? may be mounted by rubber pads 25d to the fuselage 220 and may be provided with elongated slots 250. The gear box 231i may be provided with projecting rectangular lugs 233 that pass through the elongated slots 240 in the brackets 247, and these lugs may have an inclined upper surface 25! on their outer ends.

Springs 252 may be provided between the gear box 23d and the fuselage 220 to urgethe gear box upwardly so that the lugs 253 normally bear against the upper end of the slots 260.

From the -foregoing description it will be apparent that the rubber mounts 25E give only a limited amount of movement to the brackets Eli? and that the gear box 23a may drop only-slightly as the lugs 253 ride in the slots The freedom of movement of the gear box 231i accordingly is quite limited compared to the rst embodiment, although there may be a Very slight universal motion.

The gear box 2313 may aise be provided with wobble plate sleeves 2l!! which may be raised and lowered on their respective bushings by a single one-piece rocker arm member 2lb interengaging both sleeves .'l. The rocker arm 'i may be guided in its vertical movement .by means of a tongue 218 riding within a slotted member Zi. A generally horizontal shaft @le may pass through the rocker arm to rotatably engage the tongue ElB. The rocker arm 275 may be raised and lowered as a whole by raising both sleeves 2id simultaneously by means of a lever 2E! iulcrumed upon a bracket 234 and projecting from the upper part of the gear box 234. A generally vertical link 23.3 may connect the outer end of t le lever Ztl to a hand control lever 24M operated by the pilot.

The individual overall pitch oi each rotor may be varied with respect to the other rotor by means of a downwardly depending lever 233 attached to the outer end of the generally horizontal rod 2l9 secured to therocker arm 276. A telescoping member 258 may be secured about the lower end of the lever 233 and may be secured to oppositely disposed control cables 239 passing around pulleys 24o. By referring to Figs. 15 and 16 it will be noted that these cables 23E! pass around lower pulleys 243| to foot pedals 243 which actuate the cables. When the cables are moved to the left or right, as shown in Figs. i6 rand i9, the lever 233 will be caused to swing through a small arc and one collar 271!- Ywill be elevated and the other depressed, thus giving relative control of the pitch of the two rotors.

The control of the wobble pla-tes is also mechanically performed by means oi' cranks 253e mounted on bushings 254 that rotate on spindles 25E welded or otherwise secured to the sleeves ST4.

The cranks y253e may be connected by links 253 to the wobble plates 282. It will be noted particularly with respect to Fig. 18 that each sleeve 214 is .provided with two spindles 255 disposed at right angles to each other so that the wobble plates 282 may be controlled by mechanisms disposed 90 apart.

It will be remembered that the wobble plates must be tilted in planes generally parallel to each other for horizontal directional flight of the helicopter. Accordingly, therefore, if the two cranks 5361 that tilt the two wobble plates along an axis parallel to the length of the fuselage are rotated in opposite directions, this parallelism of wobble plates may be secured. Accordingly the two inner sleeves 254 may be connected by means of universal joints Edi to generally horizontal shafts 202 having their other ends held in universal joints in the upper ends of upright brackets 203. Secured to each horizontal shaft 202 may be gen erally horizontal levers 204 having their outer ends pin-jointed to generally vertical levers 205 having their lower ends `connected to a common hand lever 2da iulcrumed at a point between the two levers, such as at 201. Accordingly, manual rotation of the lever 206 will cause movement of the vertical links 205 in opposite directions, causing opposite rotation of the cranks which causes opposite tilting of the two inner edges oi the wobble plates 282 to generally align the two wobble plates. This mechanism therefore controls flight at right angles.

It will also be obvious that the cranks 253e for causing the wobble plates 282 to rotate about a transverse axis of the helicopter may also be actuated by rotation of their respective bushings in opposite directions, and this control may be achieved by an arrangement similar to that described for the sideways control.

A flexible mounting of the gear box 234 makes possible the utilization of another aspect of our invention; namely, the injection of a pulse of energy in the rotor system of the helicopter for the purpose of breaking up harmonic vibrations of the rotor system. The tendency of rotor systems of helicopters to vibrate in rather violent form apparently due to a harmonic vibration appears at present to be characteristic of helicopter designs. Although the flexible mountings of the gear boxes of our invention tend to break up this harmonic vibration, we have nevertheless provided our helicopter with a novel mechanism for stopping such vibrations, which mechanism is made possible because of the novel mounting of the gear box. Accordingly there is shown in Figs. 15 through 19 two such mechanisms mounted respectively one on either gear box supporting bracket 21H. Referring to the left support Zeil, it will be noted that a shaft 208 projects outwardly therefrom upon which is mounted a bevel gear 20e and a notched wheel 210 rigidly secured to the bevel gear 209. A generally vertical shaft 2li may have a small bevel gear 2l2 secured at its upper end engaging the bevel gear 209 and may have a hand crank 2i3 (Fig. 16) secured to its lower end. Accordingly, therefore, the pilot may rotate the handle 2i3 which may have a ratchet drive with the vertical shaft 2i l and in turn cause the notched wheel to tend to rotate. This notched wheel momentarily depresses the gear box 234 by causing the lug 253 to move downwardly within the slot 2GB. It will be remembered, however, that the helicopter is supported by the rotors,

which in turn urge the gear box 23!! upwardly.

Accordingly, therefore, movement of the lug 253 spect. to .certain r downwardly in the, slot -241 Ain.efiectg,raises.,.the .Entire uselagegl. andgwhen theglpeak of; one of Vthennotches of they wheel-2l@ -is passed; .the entire Vfuselagedrops a.., srnal1distanceV-foriex- .Y ainple one-quarter to oneehalf of-vanY inch. This sudden j dropping of the fuselage with vrespecte-to its otherend connected toa shortglink 2 i9 having,

italo-'livel'. gend secured at an intermediate-point on aygenerally .horizontal hand. lever` 225. (Fig: `15). 1 -accordingly, therefore, thelpil-ot may reachup- ,ivardly andgraspthe .handlever 2125 and give it a.sha1p. ..downward motion .This motion acts through theflever` land the ypavvl Zi'Lto rotate thenotchedY-Wheel?:214, `which,.depressies theA gear ,.boxlug. 253. When apeaklfof .the notched ywheel 2M is tpassed, .the .entire fuselager then drops .with .respect tothe gearbox 234, injeetinga.v pulse of; .energyintofthe rotor system as previously described, breaking up `theharmonicvibrationof ...the frotors.

fThe operation of the embodimentofoyurdm i .ventionofy Figs. lrthrough 19r is similarin .gen- ,eraltofthat o.the rst'embodimentof ourinvention.(Figs. 1. through 1,3, inclusive). The movement of the gear .box 234, .howevenisgextremely limited...so..that. a i:fairly accurate mev,be fobtained. .The overall -pitch. .control isfobtained by al solidrocker arm 213..which; moves bodily, upwardly and downwardly. .to .rnove the .sleevesf 274 .bodily upwardly and downwardly,

control for the rnaster cylinder structurel" Iupwardly. and downwardly. as described with .relation.. to the rst. embodiment. This... bodily movement,A of -the .rocker -arm *2.16 is obtained by rotation ofthe leverithrough a link 234 to a .handlever 2Min the pilots compartment. Bela-#fsf `tivefpitch control of the .two rotors .to exactly counterbalance torqueof the twol is .obtained by rotation of theY rocker. arm, -2 'i5.v by. means of the downwardlydepending.lever .233 `secured 4tothe horizontal'shaft2l9- This rotationof.the,1ever., f

'2 33 isobtained by the cables .'crossfconnected ...hIQilgh foot pedals 2,43. operated. by the. pilot.

v The control. of the tiltof the wobble plates @.282 is also vobtained `by,niechanical meansploy j rotating thecranksa byineans of lever link-...

agesli andV 2135 .cross-connected ,to thehand Hcontrol lever 265. Rotation of this leverfma'nuallyrotates the b uShingsvvZEfi en which .the cranks are mounted, causingthe .wobble .plates '4232, to `tilt about an axis. along the. axis ofthe fuselage and thereby give sideways.horizontal 'diretional 'night to the helicopter. Backward and forward ishtof the helicopterisolotained yloytiltingjhe wobble plat es 282 about a transyerse axis andthe ranks253a rotatedin opposite directions by a mechanism similar.to;th at used for .tilting the wobble plates abouta longitudinalaxis.

Havingow described .our invention .with .re-

selected embodiments, thereof,

. chanical control. of the pitch of `the rotors ,may 'I awe-:har 110W. v 11i121i With-.ille patent-simi@ in .showing,presentlypreferred construction. @We

donot intend to limit ourselves, however;'.to. th e'se specific; d eviczes,i sinceit .-:is obviouslthatf many A structures `,fall within the7^ truefspiritfandlscope ofour.v invention. For V,exe ir` r1p1e.lanytype oflnotor arrangement may befernployed. VBrakes Vandfiee- .wheeling unitsare, of course, inherent in our design, andare .intended to be coveredibylthe illustrations. `.l\lor, dowe liinit ,our Acontrol.;ofllour first `embodiment to. hydraulic, systems. shown,

Y; .since litis. obviousI that pneumatic systeins .'.could alsobe utilized. Lik ewis e,. ..we intend. tocoyer any flexible controlsystem that :is suitable, ;sin `ce it isobvious to those:sl sill ed in thegartgthat'lelectrical and electronic systems :couldalsolbe applied with; eq'ual' effectiveness.

j from aninspection of Fig'. 14', ...we do not carelfto 20` limit our inventiontof flexibly v .nv1o unt'edv,gear boxes; as the invention .is applicable togvarious other` parts of the f motive, system, including :the .engine itself.

.Theseand various other .modications,=.and

.equivalents are consideredzbyus to fall .within .-the .true spirit and .scope of ourfinve'ntion, and

we-do not Careto limit ourselves to the illustrated embodiments of ouri nvention,V norA otherwise'yexcept by the termsof the -follovving'cla-irns.

We claim: 1.;In an intern'ieshing type of helicopter,v a

gear/box, rotor shafts projecting ftherefronr bushings secured to the gear box and surrounding a, portion of the projecting rotor shafts, a

lsleeve slidable on each; bushing, adjustable pitch f bladesvseoured to each'rotor shaft.,` ineansfint'e'rconnecting the sleeves and the bladesforvarying the pitch of the blades, a lever for each-sleeve engaging the sleeve'with one endand f-ulci uined tothe gear box,a hydraulic slave rnotoi-v con-- nected between thelever and the'Agearfbox-for actuating vthe `lever tol move the sleeves *and thereby vary the pitchV of-the bladesjmaster cylinder structure disposedl within 'the .hilfopte md v2. A helicopterfcornprising afusela'ge,two interineshing v rotors secured theretoand adjustable pitch b1ades, wobble plates associated witheachrotona connectionbetween the wobble plates .and the blades `for. changing ...the pitch 'of the blades inresponse to wobble plate tilt a..first hydraulic motor connected'rto.each.vvobble vplate for tilting the wobble.plate.about an axisthat is longitudinal of'. the fuselagef a second. hydraulic motor connected toeach wobble .platefor tilting the wobble plate about ,an axisthat isitransveise of the fuselage, a mastercylinderfor eacnjirst hydraulic vmotor connectedV to'zthe :fuselagena control column disposed. withinthei-fuselage and including a-rotatable lcross arm, means-'toractuating the twofrnaster cylinders simultaneously `in response to cross arm rotation, and means con- .fnee-mg the. Qontrol @www@waarmee lcylinder* .for .actuating said second hydraulic motors .and simultaneously tilting, `the' wobble plates about a transverse. axis inresponse toback l.. .and forth, Inoyeinent of the :control colurnn.

.l EnGEnnimJeY.

RQBERT L. mariana.

(References on following page) 17 18 REFERENCES CITED Number Name Date The follo references are of record n h 2,395,728 Dodson Feb' 26 1946 me of this gggentz 1 t e 2,402,349 Sikorsky June 18, 1946 2,419,545 Main Nov. 5, 1946 UNITED STATES PATENTS 2,410,963 Chappendelaine Nov. 12, 1946 Number Name Date 2,476,516 Thompson July 19, 1949 Re. 22,595 Upson Jan. 23, 1945 2,494,209 Sikorsky Jan. 10, 1950 2,030,578 Flettner Feb. 11, 1936 2,156,334 Bothezat May 2, 1939 FOREIGN PATENTS 2,318,260 Sikorsky May 4, 1943 1o Number Country Date 2,337,570 Pullin Dec. 28, 1943 '767,068 France Apr. 23, 1934 2,344,967 BBnnftt Mar. 28, 1944 OTHER REFERENCES 2,352,404 Pltcalrn June 27, 1944 2,360,149 Maser Oct. 10, 194:4 Ser. NO. 254,867, Flettnel' (A.P.C.), publlshed 2,389,798 Main Nov. 27, 1945 15 May 25, 1943- 

